Fuel-admission device for internal-combustion engines



H. R. RICARDO FUEL ADMISSION DEVICE FOR INTERNAL COMBUSTION ENGINES Filed Nov. 22, 9

Patented Oct. 1:923. h

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' Application filed November 22, 1 91s. Serial no. eeaose.

To all whom it may concem: her without impinging against the cold walls Be it known that l, HARRY RALPH 31- of the chamber. This bulb has a capacity CARDO, a subject of the King of England, of from 10% to of the volume. of the! and resident of London, England, have inclearance space and is preferably wholly 6 vented certain new and useful Improveor partially water-cooled. The combustible ments in F uel-Admission Devices for Inportion of the charge is admitted throu h ternal-Combustion Engines, of which the a small automatic inlet valve fitted in t a following is a specification. bulb while the main air charge is admitted This invention relates to internal comthrough a mechanically operated inlet valve ea 10 bustion engines of the type described in the in the combustion chamber. The fuel and.

specification of the present inventors United a certain very small portion of air are ad- States Letters Patent No. 1,271,942 and has mitted without. any preheating through the for its object to efiect certain improvements automatic inlet valve but before entering in such engines. the bulb they pass through the vaporizing ea 16 In engines operating with a stratifiedtube. This tube is exposed to the-flame charge in which the power output is con-. within the bulb from which it receives the trolled by the proportion of fuel admitted heat necessary to evaporate the fuel. Since to the cylinder and in which a full charge the flame temperature is nearly constant the of air is taken in, the flame temperature in temperature of the vaporizing tube remains to 20 the small bulb or compartment in which approximately constant. With increase of the inflammable portion of the charge is load the temperature of the tube would tend compressed and ignited is not subject to any to rise somewhat owing to thehigher mean very wide variation under varying loads temperature of the cycle which has some, also the density of the charge within but only a slight influence upon the tem- 25 this chamber remains constant under all perature within the bulb. Under theseconloads. Advantage may be taken of these ditions, however, the quantity of liquid fuel conditions to enable an engine operating passing through the tube is greater and the on this cycle to utilize paraffin or other excess of heat imparted to the tube is utiheavy hydrocarbons without preheating the lized to overcome the latent heat of the fuel. air supply to the cylinder thus enabling a In practice it is found that the vaporizing considerably heavier charge of air to be tube maintains an approximately uniform admitted at the same time reducing the mean temperature under all conditions of load. temperature of the cycle. I g The absolute temperature is controlled in According to this'invention a tube with part by the length ofthe tube and the surperforations in its wall and one end closed face exposed to combustion and in part by is fixed within" the pocket or bulb with the rate at which it can dispose of its heat which the cylinder is provided thetube beto the cooled portions of the bulb with which ing arranged so that the fuel-will passfirst it is in metallic contact at its upper or open into it and thence through the; openings end. Owing to the fact that the vaporizing 40 in its wall into the ocket wherein it is tube maintains an approximately uniform ignited. The fuel in ct opening which is temperature at all loads, it is possible under controlled by an automatic valve leads diall conditions of running thoroughly to varectly into the open end of the tubewhich porize the fuel without cracking it and cans-- is positioned centrally in the bulb. ing deposits of carbon and without risk of In the preferred construction the bulbpremature ignition, while even running which is of small capacityhasanarrow neck dead light and at the slowest speed the communicating with the cylinder combustion temperature is amply sufiicient to caus chamber and is fitted in such a manner that complete vaporization. a flame issuing from the bulb will spread The invention may be ut into practice in as freely as possible through the whole .of various ways and applie to different types the air contained in the combustion chamof engine. The accompanying drawing ill-ustrates by way of example one construction that may be adopted the drawing showing in sectional elevation the head of the cylinder of an internal combustion engine.

'The head A of the cylinder 18 is formed so as to provide a conical combustion space D at the apex of which is the constricted assage E leading from the pocket or bulb This bulb is cast in the head A with the water jacket A carried around it and the inlet and exhaust orts G and H w th their valves G and are oppositely disposed in the conical part on either side of the passage E. In the construction illustrated the fuel inlet port J is arranged 1n the bulb F opposite to the delivery passage E and this port is provlded w th a sprinocontrolled valve J. The vaporizing tube Ii is closed at one end K and in its wall are holes K The open end of the tube is enlarge as at K and arranged so that the port J leads directly into this end of the tube and the tube itself lies centrally in the bulb F.

On the suction stroke of the piston fuel with a small quantity of air-is at first drawn in through the port J and passes 1nto the tube K and enters the bulb in a vaporized state through the perforations K in thewall of the tube. Fuel ceases to be drawn in as soon as the main air inlet valve G is lifted. Ignition is effected by a sparking plug L in the bulb F and the flame issues through the constricted pas-sage E into the combustion space D. i

The details of construction may be modi fied to meet requirements and the type of engine to which the invention is applied. In some cases where the engine cylinder 18 horizontal the communicating passage E is arranged at the side of the bulb while the fuel inlet port J is at the top and hence is not opposite to the passage E. The tube K is however directed downwardly from the port J. The combustion chamber D may be formed otherwise than as shown as for instance in the case of a horizontal engine.

What I claim as my invention and desire to secure by Letters Patent is 1. In an internal combustion engine the combination of a cylinder provided at its head with a pocket that communicates with the combustion chamber of the cylinder through a constricted passage, means for admitting fuel through an opening into the pocket, the pocket being entirely closed except for said fuel inlet and constricted outlet passage and a tube with perforations in its wall and one end closed and the other end fixed to the wall of the pocket so that the fuel will first pass into the tube and thence through the openings in its wall into the pocket as set forth.

2. In an internal combustion engine the combination of a cylinder provided at its re eases head with a pocket that communicates with the combustion chamber of the cylinder through a constricted passage, means for admitting fuel into the pocket throughan opening situated opposite to the constricted passage leading into the cylinder, the pocket being entirely closed except for said fuel inlet and constricted outlet passage and a tube with perforations in its wall and one end closed andthe opposite end of which is secured to the wall of thepocket and over the fuel opening and with the closed end of the tube directed towards the constricted passage leading into the cylinder so that the, fuel will first pass into the tube and thence through the openings in its wall into the pocket as set forth. i

3. In an internal combustion engine the combination of a cylinder provided at its head with a pocket that communicates with the combustion chamber of the cylinder through a constricted passage, means for admitting fuel through an opening into the pocket, the pocket being entirely closed except for said fuel inlet and constricted outlet passage, a'tube with perforations in its wall and one end closed which is fixed within the pocket so that the fuel will first pass into the tube and must pass through the openings in its wall to escape into the pocket, and means for igniting the fuel within the pocket as set forth.

4. In an internal combustion engine the combination of a cylinder provided at its head with a pocket that communicates with the combustion chamber of. the cylinder through a constricted passage, an opening through which fuel can be delivered into the pocket, the pocket being entirely closed except for said fuel inlet and constricted outlet passage, a water jacket surrounding the pocket for cooling the same, a tube vwith perforated wall and one end closed fixed centrally within the pocket so that fuel from the openin will pass directly into the open end 0 the tube and thence through the openings in the wall thereof into the pocket, and means for igniting the fuel within the pocket as set forth.

5. In an internal combustion engine, the combination of a cylinder having at the closed end thereof a water-cooled combustion chamber comprising two portions of which one is fully open to the cylinder -while the other and outer portion is formed asea pocket with a constricted communicatremote v leading into the first portion of the combustion of the combustion chamber, and means tion chamber, a tube with perforations in for igniting the fuel within the pocket as set its Wall having one end closed and the opforth. w posite end secured to the wall of the pocket In testimony whereof I have signed my 5 around the fuel admission opening the tube name to this specification.

being directed towards but terminating short of the constricted opening in the first por- HARRY RALPH RICARDO. 

